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N6. slum Patented Fen. I4, eases.

M. W. HIBBRD'. FLUID PRESSURE BRAKE'.

(Applicaticn led Oct. 10, 189B.)

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FITZGERALD, OF SAME PLACE..

FLUKE-PRESSURE BRAKE.

forming part of Letters Patent No. 619,481, dated February 14,1899.Application tiled October l0, 1898. Serial No. 693i122. (No modem hewnthat i, MAURY W. IIIBBARD,

`he object my invention is to produce a -aeting triple valve operatinginahighbr l e system, lwhich valve will be capable of roiaining a highequalizcd pressure in the auxiliary reservoir after actuation of thebrakes in emergency-and also capable of permitting' a quick release ofthe brakes afsuch en'iergeney action. I

M; invention is designed as an improve-A ment upon that type ofquick-acting triple valve in which the auxiliaryemergcncy-valvc is used,as exemplified in ,Vestinghouse patent,y No. 370,63?, in the :iravfinrmcd January 24, 1888. Figure 1 is a sectional elcvalve oi' the class ortype described to win n nigv invention is shown applied; lfig. 2 asection on line 2 of Fig. 3; ion taken through the slide-valve `ane thanthat shown in Fig. Vw in perspective of a valve Lhe main valve; Fig. 5,a main valve. Figs. 0, 7, and views of the valve-seat, showing the .nainval vc in dotted lines inthe different poitions of the brakes; lfig. 0,an elevation of triple v We, a ineke-cylinder, and an auxary reservoiroi a freight-brake, showing a sure-reducing valve secured in the oilor'tof the brake-cylinder5 Fig. 10, a section l' pressurereducing valve thatmay be ned to reduce the brake-cylinder presi 5 and Fig. 1i a section ofa modified form of a pressnie-rcdueing valve.

iiie valve device shown in the drawings is the standard illestinghousevalve now in common usc,as substantially shown in said Patent No.370,537, and for convenience I have num# bored the principal parts inthe same manner as in said palen t. r1`hc general features of this valvebeing so weli known will require no special description or mentionexcept as they are dircctiy concerned with the operation of the addedparis. it will be understood that I take the Westinghouse triple valvenow on the market and in general use and add thereto the parts embodyingmyinvention, as hereinafter described.

My improved tri ple-valve device is designed to operate in a highspeedbrake system in which a pressure-reducir] g valve is connected with thebrake-cylinder or with its connections, so as to reduce the highpressure in the brake-cylinder proportionate to the decrease in speed ofthe train to prevent the sliding of the wheels. v

In Figs. and 11 are shown two forms of pressure-reducing valve which maybo adopted; but it is to be understood that the operation of my deviceis not limited to any specific structure of such valves shown, inasmuchas any suitable pressure-reducing Valve performing the desired functionsmay be employed. v

Adjacent to the passage communicating between the auxiliary reservoirand triple-valve chamberand secured, preferably,to the triplevalvecasing in lany suitable manner is a hollow casing 101, in which ispreferably arranged a bushing 102, having a closed extension 103. Theeasing has transverse passages 10l,forming communication between theauxiliary reservoir and the triple-valve chamber. lVithin the casing 101travels a piston 105, having a stein 10o', guided in the extension 103.The piston is provided With an annular groove 107, in which is arrangeda split packin g-ring 10Q. On either side of the groove are annularlianges 100, one of which has radial grooves 110 to permit the free iiowof air when the piston moves outwardly to the normal position shown. Theinner side or face of the piston adjacent to the triple-valve chamber isprovided with an annular bead 111, adapted to seat on the gasket 112 intheinward movement of the piston-that is, the movement to the left, Fig.1.

The piston 105 has a bore, in which is a rod or stem 113, having acollar 11.4, whereby the travel of the rod is limited by the striking ofsuch collar against the ring 115 in the piston. A coil-spring 11G exertsits tension on the rod and abuts, respectively, againstthe collar andthe closed end of the piston stein. This IOO ICI

spring tends to thrust the rod toward and in Contact with the stem 13Vof the triple-valve piston 12. A second coil-spring 117 abuts thepiston 105 and the inner face of the bushing 102, as shown, and tends toseat such piston. The main slide-Valve 1t is the same as used in thestandard Westinghouse valve, as shown in Fig. 1, and is substantiallythe same as the slide-valve shown in Fig. -i of said Patent No. 376,837,except that the cut-away portion 66 is carried tothe end, beine the topend in said e. In the slide-valve bushing and opening into thiseut-awayportion I provide a port 118, which forms communication betweenthe main-valve or slide-valve chamber and the brake-cylinder through thepassages (3o and G. A small slide-valve 119 is adapted to fit andoperate in such cut-away portion and to govern the port 11S. It ispreferably provided with the transverse recess 120 on its lower face andalso has a vertical hole or passage 121, communicating with such recess.lThis smallslide-valve,wh ich may be termed for convenience asupplemental valve, is loosely arranged on-the seat and remains unmoved,except in emergency action, when the collar "27 will contact theshoulder 122 of such slideof spring 11'?.

valve. The restoration of the main slidevalve after emergencyaction alsorestores the small slide-valve to normal position.

In service action the old parts operate to give service operation et thebrakes in the usual niannerand no movemcntof the added mechanism occurs,except that the rod 113 follows the stem 13 in its travel and remains incontact with suoli stem. ln this action .the spring 116still holds thepiston 105 in its normai position and against the seating tendency Inthe restoration of trainpipe pressure and the release of the brakesI thcmain piston 12 is returned and the rod 1113 is likewise returned `to anormal position. (Shown in Fig. 1.)

In emerffency action the nia/in piston 12 makes its full travel and therod 1113 follows it far as permitted by-its collar 1l-t,but cannottravel the full distaneebeeauseof contact of the collar with the ring115. This movement of the rod 113 eliminates the effect of the spring 11G, and the spring 117 willafter a short interval seat the piston 105and close the auxiliary reservoir from the main-valveY chamber. Thespring can only moveits piston as'rapidiy as the split packing-ringpermits air to pass it and leal; through and around the flanges 100,which are fitted loosely in the chamber oi casing 101. The piston .105will not, therefore, im mcdiatel y closuthe ports 10i to cut offcommunication with the auxiliar f reservoir, but will more comparativelyslow and reach its seat immcdiatelyaitcrequalization occurs between theauxiliary reservoir and brake-cylinder. 3y these means the high pressureas equalized in emergency actim is retained in the auxiliary reservoirand not permitted to blow down through a pressurereducing valve, such-asshown on Sheet of the drawings and. hcreiua iter described. T icpressure-reducing valve will therefore reduce the pressure in both thebrake-cylinder and main-.valve chamber to, say, iifty pounds,.orteanyother predetermined pressure at which the pressure-reducing,1 valvemay be set, and the pressure in such main-valve chamber will be lowerthan inthe auxiliary reservoir, which will contain high emergencypressure. 'lhe brakes can now oe released by restoration of train-pipepressure substantially equal tothe pressure in the main-valve chamber,which is the saine as the reduced brake-cylimler pressure.

In the travel of the main piston 1L and its Slide-Valve Al-.L to normalposition after emergency action the ports 5b and .1S are closed from thcbrake-cylinder ou the lirst movement, and suoli closure will formanair-iight compartment out of the main-valve chamber and lock the airihercin. 'i'hc inward iravcl of the main piston would therefore increasethe pressure in such main-valve chamber, and the brakes may not 1.orehfased by a pressure less than auxiliary-rcscrwiir pressure, asdcsigned. he object of the small port 121 is to prevent such lockiiifoi` thc air in the mainvalve chamber and allow the brakes lo be rclcasedby a train-pipe pressure substantially equal to the reducedbrake-cylinder pressure. In the return of the main piston the air willbe free to pass into the brake-cylimlci", which is of course of muchgrenier capacity. '.lhe small slide-valv,` lli governs thc lsmallpassage or port lil ard covers lhc same, except in emergency action,when the collar 7 on the stem l of the main piston will contar-t theshoulder 122 and movc sui-h small slidevalve or supplemental valveaslig'hl distance to the left, liig. 1, whereupon communication will beestablished between the mainvalve chamber and the brake-cylimler. (SileFig. S.) 'lhe main slide-maire will move almostto normal position andconnect the release-ports before it wfl contact the small slide-valveand restore i: to normal position, closing port 118-.

After the train-pipe air has [ed into the main-valve chamber to equalizewith the air confined in the auxiliary rosen-:oir and after the siem11.! has contacted the rod 11:5 the piston 105 will unseat and establishcommunication between the auxiliary reservoir and the main-valvechamber, and be thus restored to-normal position, as shown iu ifig. 1.

In Fig. 9 is show u .t triple-valve device 123i, an auxiliary reservoir124, a brake-cylinder 125, and a pressure-red ueing val vc 126, whichmay be conveniently secured in the oil-port of thc brake-cylinder,although it would subserve its functions in the same manner ii connectedelsewhere to the bra-ke-eylimleror bc put in communication with thebrake-cylhitler-connections. ln Fig. 1() is shown a form of device whichwill answer the purposes of a pressure-reducing valve. This devicecomprises a main casing 127, which is screwed ICO lio

' therewith.

ycess pressure in the brake-cylinder.

upon or otherwise secured to a screw-plug 128, which in turn screws intothe brake-cylinder or its connections and whose passage 129communicates, respectively, with the brake-eyliuder and the interior ofthe easin g. Within the casing' travels a piston 130, with an enlargeditem 131, forming a Valve provided wit-l1 a gasket 132, adapted to fitupon an annular s'eat 133 of a bushing 134. An exhaust port or passage135 extends through this bushing below the seat and through the,

plug to the atmosphere. The extreme end 1,36 of the inner stein of thepiston forms a valve for governing the port 135, and the end thereof onthe side toward the piston is eut away or beveled to provide for a slowinitial reduction of pressure and a subsequent in creased reduction ofpressure after the piston has made its outward travel du'e to the ex-The outersteni 137 of the piston is surrounded by acoiled spring 13S,which abuts, respectively, against piston 130 and a tension adjustingnut139, by which the stein 137 is guided and which is locked by a lock-nutlio.

\Vhen the pressure in the brake-cylinder rises above the predeterminedpoint at which the device is set and which is regulated by theadjusting-nut 130, the pistou 130 will be' forced outward against thetension of spring 138 and the valve 131 will. be lifted from its seat,but at the same time valve 13C is carried outward to partially closeport 135. A- sloW initial reduction is now permitted; but

as4 the pressure becomes reduced the area of the passage is increased,owing to the shape of the valve 136, and the reduction of pressuretherefore increases rapidly as it nears the predetermined pressure.

In Fig. 11 is shown a modified forni of pressure-reducing valve,comprisinga casing or valve-box consisting 'of a cap A and a plug B, thelatter being preferably screwihreiulcd and adapted to'be screwed intothe brake-cylinderor otherwise placed in communication A llexiblediaphragm Q is at its center secured to a valve-stein l) and at itscircumference clamped under the cap of the valve-box. rlhe valve-steinl) is at its upper part surrounded by a helical spring, the force ofwhich is adjusted to the maximum pressure desired inthe brake-cylinder.'lhe lower part of the stein is formed as a valve E, which lits theseating c at l[he edge ofa hole h through the bottom of the valve-box.jects into the hole, filling it, but not tightly, and a part of the sideof this stem is groovcd or flattened in the taper form, as shown at ac,so as to give a passage for air varying in area according to theposition of the valve.

While the pressure in the brake-cylinder with which the valve-boxcommunicates rc mains lower than that to which the spring isadjusted,the valve remains closed; butshould the pressure exceed thatamount then the diaphragm C is bulged upward, as shown in Fig. 11, thestem i) rising and opening thev The stem pro.

outlet-valve, so that the air escapes and the pressure in the valve-boxbecomes reduced. By making the Valve-stein tapered in the manner' shownthe escape of air and consequent reduction of pressure is rendered mostrapid when the valve begins to open. The

-forni of the notch or iiattened part may, how

ever, be varied to suit the conditions of the brake apparatus to whichthe escape-Valve is applied. By suitably grooving or flattening thestem, as above described, the reduction of the pressure can be adjustedto suit the increase of friction as the velocity diminishes. It isobvious that a piston working in the valve-box might be substituted asan equivan lent for the diaphragm.

This invention applies to that class of triple valves havin ganauxiliary en1ergeucy-valve, and the main features of such invention inconnection with such auxiliary valve are the retaining of the highequalized emergency pressure in the auxiliary reservoir for future use',the reducing of the high pressure in the brake-cylinder as the speed ofthe train decreases, thereby preventing the slidin g ol the wheels, andthe obtaining of a quick release of the brakes.

My invention obtains other advantageous results, particularly in therelease of what are known in the practical art as stuck brakes.

-In `the operation of railway-brakes in einergeney action some of thebrakes will release as soon as equalization occurs between thetrain-pipe pressure and the,auxiliary-reservoir-pressure, while othersof the brakes will stick and not release until the train-pipe pressureis increased above auxiliary-reservoir pressure. This necessitates theiillingot the auxiliary reservoirs of those brakes t'hat release beforethe train-pipe pressure can be increased to release the stuck brakes.This condition cannot arise whenmy improvements are applied to thevalve, for the rcason that the pressure on the innerside of the mainpiston is so much less than that in the auxiliary reservoir that all thebrakes will be released before the communication between the auxiliaryreservoir and triple-valve chamber is opened. Consequently in releasingstuck brakes it is only necessary to lill the train-pipe of smallcapacity instead of filling au.\iliary reservoirs ot' large capacity.

iVhile I have herein described my invention as applied tothat type oftriple valves which in emergency7 action veilt lluid under pressure fromthe traiupipe into the brakeeylinder, it will be understood that the.aine may also be applied to that type of triple valves which obtainemergency action by Venting the train-pipe pressure to the atmosphere.

I claiml.. In a brake mechanism, the combination ol a triple valvecontrolling the brake release and also the admission of liuid underpressure l'rom the auxiliary reservoir tothe brakecylinder, au auxiliary.valve for releasing IlO fluid under pressure from the train-pipe inemergency action and valve mechanism for cutting oil communicationbetween the auxiliary reservoir and the brake-cylinder afterequalization therebetween during emergency application of the brakes.

:2. In a brake mechanism, the combination of a main valve operating in achamber to control the brake release and also the admission of fluidunder pressure from the auxiliary reservoir to the brake-cylinder, anauxiliary valve for releasing fluid under pressure from the train-pipein emergency action and a piston-actuated valve to close communicationbetween the auxiliary reservoir and mainralve chamber after equalizationbetween the auxiliary reservoir and the brake-cylinder in emergencyaction. A

Il. In a brake` mechanism, the eonillination of a main. valve operatiimrina chamber to control the brake release and also the admission olflluid under pressure from the auxiliary reservoir to the brakccylinder,an auxiliary valve for releasing.; [laid under pressure from thetrain-pipe in emergency actioli,\'al\'e mechanism for ou* ting oil'communication between the auxiliaryv reservoir aid main-Valve chamber inemergency action after equalization between the brake-cylinder andauxillary reservoir, and valve mechanism for maintaining communicationbetween the brakecylinder and 'nain-valve chamber until the brakes arereleased after an emergency application of the brakes.

1. In a brake mechanism, the combination of a main or triple valveoperating in a chamber, an auxiliary emergency-valve,- means for cuttingoil' communication between the auxiliary reservoir and main-valvechamber in emergency action after equalization between thebrake-cylinder and auxiliary reservoir, and a valve for maintainingcommunication between the main-valve chamber and the ln'alte-cylindcrafter emergency action and before brake release and actuated by the mainvalve.

5. The combination of a main valve operating in a chamber and governing'ports between said chamber and the brake-cylinder and atmosphere, anauxiliary emergencyvalve, valve mechanism for cutting oli` communicationbetween the lnakaeylmlaiwill auxiliary reservoir in emergency actionafter equalization between the .brake-cylindeml and auxiliary reservoir,a supplemental port bctween thc brake-cylinder and main-valve chamber,and a supplemental valve in said chamber normally closngsaidsupplemental port and actuated in emergency action by the main valve toopen the same.

(5. In a brake mechanism, the combinationl of a main valve opcratixn;lin a chamber to control communication between an auxiliary reservoir, abrake-cylinder and the atmosphere, an auxiliary emergency-valve', and a'aivc controlling the passage between the auxiliary reservoir andthemain-valve chamber and maintaining the passage open during ser =iceaction but closing said. passage after equalization between theauxiliary' reservoir and brake-cylinder in emergency action.

`'7. lIn a brake mechanism, a triple Valve 0perating in a chamber forcontrolling passages between an auxiliary reservoir, a brake-cylinderand the atmosphere, an emergencyvalve auxiliary to the triple valve forreleasing fluid under pressure from the train-pipe, a valve for closingcommunication between the auxiliary reservoir and the` triple-valvechamber and brake-cylinder after emergency action and d n ring therelease after such action, in combination with a pressure-reducingdevice to reduce the pressure in the triplevalve chamber andbrake-cylinder to any predetermined amount.

S. In a brake mechanism, the combination with a train-pipe, an auxiliaryreservoir and a lnake-cylinder, of a chamber or casinghaving,r directconnections to the brake-cylinder, and to the train-pipe respectively, avalve controlling communication between said connections, a piston ordiaphragm which is iudependent of and unconnected with a triplevalvepiston and is actuated by pressure from the auxiliary reservoir indirection to impart opening.,r movement to said valve, and valvemechanism for closing communication between the auxiliary reservoir andthe said' the auxiliary reservoir in direction to impart.

openingr movement to said valve, valve mechanism l'or closingcommunication between the auxiliary reservoir and the said chamber afterequalization between the auxiliary reservoir and the brake-cylinder inemergency action, and a valve supplemental to the triple faire formaintaining communication between he brake-cylimler `and thetriple-valvechamber after an emergency action.

l0.A In a brakemechanism,atriple-valve deivice operating in a chamber tocontrol ports and passages between an auxiliary reservoir,abrake-cylinder and the atmosphere, an emergency-valve auxiliary to thetriple-valve de- Vice,means for closing communication between theauxiliary reservoir and tri ple-valve chamber after emergency action,means for preserving communication between the triplevalve chamber andthe brake-cylinder after the initial movement of the triple valve in therelease of the brakes after emergency action, in combination withapressure-reducing do- ICD IOS

vice to reduce the pressure in the brake-cylinder and triple-valvechamber to any predetermined amount.

f 11. In a brake mechanism having a triple valve operative in a chamberand an auxil. iary emergency-valve, a pressurereducing valve to reducethe pressure in the brake-cylinder and triple-valve chamber, incombination with means for maintainingin the auxiliary reservoir thehigh pressure as eemalized in emergencyeaetien.-

l2. In abrake mechanism having a. triple valve operative in a chamberand governing the brake release and the service application of thebrakes, an auxiliary emergency-Valve operated by said triple valve,means `for maintaining in the auxiliary reservoir the high pressure as,equalized in emergency action, in combination with a pressure-reducingvalve for reducing the pressure in the brake-cylinder proportionate tothe decrease in velocity1 of the wheels.

13. In a brake mechanism, a main or triple valve operating in a chamber,an auxiliary emergency-valve, means for cutting 0E communication betweenthe auxiliary reservoir and the main-valve chamber in emergency actionafter. equalization between the auxiliary reservoir andbrake-cylinder,and a valve for maintaining communication between the main-valve chamberand brake-cylinder, in combination with a 'pressure-reducing device`adapted to give, in emergency action, a reduction increasing in rapidityas the brake-cylinder pressure approaches a predetermined pressure.

14. In a brake mechanism, a triple valve operating in a chamber, thech-amber being normally in communication with an auxiliary reservoir butclosed therefrom after equal'fiation between the auxiliary reservoirand` ei brake-cylinder in emergency acti'n, means, Y

for closing such chamber after sai equalizer tion,an auxiliary valve forreleasing Huid under pressure from'a train-pipe, in combination withapressure-reducin'g valve Whose action in service application of 'thebrakes -is rapid in reducing the pressure to a predet r mined amount andwhose action in emergen y operation of the brakes is slow and increasesin rapidity as the pressure approaches a predetermined amount. MAURY W.IIIBBARD.

Witnesses:

SAMUEL E. HIBBEN, LOUISE E. 'SERAGE

